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Electric Vehicle Institute Believes in All Things EV!Wed, 16 Aug 2017 01:40:29 +0000enhourly1http://wordpress.com/https://s2.wp.com/i/buttonw-com.pngElectric Vehicle Institute Bloghttps://evinstitute.wordpress.com
Electric Vehicle Charging 101https://evinstitute.wordpress.com/2013/10/11/electric-vehicle-charging-101/
https://evinstitute.wordpress.com/2013/10/11/electric-vehicle-charging-101/#commentsFri, 11 Oct 2013 15:51:12 +0000http://evinstitute.wordpress.com/?p=97]]>As any enthusiast, or anyone tracking the automotive industry, can see, electric vehicles (EVs) are inevitably going to be a way of life in the near future. The best evidence of this, besides almost every major manufacturer developing an electric car, is the new Corporate Average Fuel Economy (CAFE) standard put into place by the Obama Administration. By 2025 every new vehicle sold in the United States will need to get at least 54.5 mpg. Plug-in hybrid EVs and EVs operate on batteries that need to be charged periodically. Because of the inevitability of the EV, it is important to understand how to charge or “fuel” them.

When Ford’s Model T came out in 1908, there were no gas stations. People had to go to kerosene factories for their fuel. The Model T, however, was so affordable that a surge in the number of automobile owners occurred and the demand for gasoline rose. So gas stations were born to meet the growing needs of automobile owners. With these new CAFE standards history is poised to repeat itself only this time with EVs. The demand is rising and networks of charging stations are popping up to meet that demand.

Ford Model T

Different EVs have different specifications and different chargers have different capabilities. Understanding these various capabilities can be difficult. Electricity is invisible and has a fairly complicated array of measurements to gauge the speed and the amount being used and transferred to an EV. Wattage, amperage, voltage, the type of current (direct or alternating) and phases all come into play. Other factors to consider are the various plugs for different countries and within those countries or, conversely, whether a charger is hardwired. A slightly less important aspect is the plug that goes into the vehicle. It is slightly less significant because this has been standardized (SAE J1772) for North America and later this year a global standard will be chosen.

SAE J1772 Electric Vehicle Plug

The most important figures people need to know when determining how best to charge their vehicle are kilowatts (kW) and kilowatts per hour (kWh). kWh is a measurement of a battery’s capacity to store energy and kW is a measurement of a charger’s capacity to deliver electricity to a vehicle. The time in hours it will take to charge an EV can be determined by dividing the kWh of the battery by the kW of the charger. The equation to determine a charger’s kW takes into account volts, amperes, whether the charger is using a direct current and in the case of alternating currents, the power factor, single-phase or three-phase are also part of the equation. Understanding all this electrical terminology is a great idea for EV owners but the simplest way to consider charging is through kilowatts (see chart below).

The levels of charging (one, two and three) are a good way of generalizing types of charging but within some of the levels there can be a lot of variation. Within level one, for example, the kW can range from 1.6 to almost 4 with a higher voltage. Within level two, the kW can range from about 7 to almost 44. Level three is a little simpler and much more powerful. Today, level three chargers are expensive but they can also charge an EV with incredible speed, sometimes in 15 minutes. Level three chargers use a direct current, extremely high voltage and amperage. They range from 40kW to 50kW.

Understanding the kW of varying chargers is good, but it’s only half of the equation. The capability of the car is the other half. There are several commercialized EVs that don’t have the ability to take full advantage of level two or level three charging. A car with a 16 kWh battery, for example, may only be able to accept 16 amps so some level two chargers with high amperage (32A – 63A) and a somewhat low voltage (240V) would charge the vehicle at the same speed as a level one with low amperage (16A) and similar voltage (240V).

The best advice for anyone purchasing an EV or an EV charger is to do your research or make sure the company you are buying from is doing their research and is well informed. EVs are here to stay and understanding how best to “fuel” your vehicle is critical for consumers. With rapidly progressing battery and charging technology it can be a little confusing to keep, but like any new technology the kinks will all get worked out.

The future of vehicle charging is bright. Beyond the three levels of charging there is a new technology that has very recently been commercialized and because of its convenience and speed it will undoubtedly be the way to charge in the future. Inductive (or wireless) charging has the same, if not better speed capabilities as level three charging. Wireless charging will soon become a reality for at least two major EV models in the US. The new chargers will be 240V and charge vehicles, on average, in about half the time it would take for a level one charger.

Electric Bus Charging Wirelessly – South Korea

In the not too distant future we can expect to see wireless charging built into the roads. Some EV manufacturers have been looking into wireless charging as part of roadside infrastructure for 18-wheelers and buses. A company in Korea already has a small network of wireless charging roads for buses as part of their public transportation. As these wireless-charging technologies become cheaper to produce we will leave gas stations and pollution behind for a cleaner electrified future!

Level I

Time: 6-8 Hrs.

Current: 16 A

Voltage: 120 VAC

Wattage: 1.92 kW

Single Phase

Level II

Time: 4-6 Hrs.

Current: 16 A

Voltage: 240 VAC

Wattage: 3.84 kW

Single Phase

Time: 3-4 Hrs.

Current: 32 A

Voltage: 240 VAC

Wattage: 7.68 kW

Single Phase

Time: 2-3 Hrs.

Current: 16 A

Voltage: 400 VAC

Wattage: 11 kW

Three Phase

Time: 1-2 Hrs.

Current: 32 A

Voltage: 400 VAC

Wattage: 22 kW

Three Phase

Time: 20-30 Min.

Current: 63 A

Voltage: 400 VAC

Wattage: 43.6 kW

Three Phase

Level III

Time: 15-30 Min.

Current: 100 A

Voltage: 400-500 VDC

Wattage: 40 kW – 50 kW

Direct Current

Filed under: Uncategorized Tagged: electric car vehicle charge charging level one two three charger station electricity ev]]>https://evinstitute.wordpress.com/2013/10/11/electric-vehicle-charging-101/feed/2evinstituteImageImageImageImageElectric Boats & Submarineshttps://evinstitute.wordpress.com/2013/06/25/electric-boats-submarines/
https://evinstitute.wordpress.com/2013/06/25/electric-boats-submarines/#respondTue, 25 Jun 2013 16:33:04 +0000http://evinstitute.wordpress.com/?p=91]]>The boating industry has been using renewable energy since 4000 BCE. I am referring, of course, to sailboats used first by the Phoenicians and Egyptians. For many thousands of years sails and paddles where the only mechanisms for powering a boat. In the mid 19th century the internal combustion engine (ICE), the electric motor and the steam engine were becoming viable and practical technologies.

Much like automobiles there were steam-powered, ICE, and electric boats being developed at this time. In 1839, a Russian by the name of Moritz von Jacobi created the first electric boat, which traveled at 3 mph. Since, several versions of electric boats were developed. However much like automobiles, boating went a different way. Steamboats were very popular for a time until the ICE was developed further and became the dominant source of power for boating.

Moritz von Jacobi 1856

This was the case until the submarine became a more viable technology. The electric motor, through trial and error, proved to be the most practical form of power for submerged propulsion. Because of it’s inherent lack of emissions and because it does not require oxygen to function, electric power for underwater travel made the most sense. Many, many types of submarine had been conceived of and developed since the late 16th century however a system which could switch between a diesel-powered engine for surface travel and an electric engine when submerged made the submarine much more practical for warfare. The US Navy bought the first submarine to perfect this use of the electric motor and ICE combination in 1900. It was developed by John Philip Holland.

USS Holland dry docked

The submarine sparked something of an international naval arms race and changed the face of naval warfare forever. All of which would not have been possible without the electric motor. Today nuclear power is used for military submarines, but as battery technology progresses electric power will become a viable alternative. Nuclear power poses great environmental risks should something go wrong, or should a submarine sink during warfare. Not to mention the waste produced by the use of nuclear energy is not disposable nor is it good for the environment.

Boats offer a great format for electric power. They can be large and therefore house large batteries. Their size also lends them to solar power as they have a large surface to place many panels on. Another important factor is the use of sails. A common practice for boating, especially for large vessels, is to switch between sail and engine power when necessary. Because of solar panels and sails, range anxiety is not a factor for the electric boating industry.

Range anxiety, an issue facing the EV industry, is a fear of losing power mid-trip. EVs cannot travel as far on one battery as their ICE counterparts can on one tank of gas. This issue combined with a noticeable lack of charging stations leads to doubts in consumer’s minds. This is not an issue for electric boats, especially those with sails, or solar panels. In fact a solar-powered boat can outlast any ICE boat as it merely needs the sun to charge, whereas if a gas-powered boat runs out of gas there is no way to refuel.

In 2012 Raphael Domjan circumnavigated the globe in a boat propelled only by solar power. The trip took 585 days and was achieved by the “Tûranor”, the world’s largest solar-powered boat, which cost $15 million to build. The boat recently crossed the Atlantic and has been touring major cities along the east coast of the United States.

Of course the ideal situation will be to one day have battery and electric motor technology that outperforms ICEs but until that day electric boating provides a perfect forum to utilize and advance EV technology.

There are currently a plethora of variations on electric motorcycles, bicycles and scooters. The lines distinguishing them from one another are becoming increasingly blurred. This blog will touch briefly on electric bicycles (e-bikes), which are human-electric hybrid vehicles. However, much more focus will be placed on electric motorcycles. As there is currently no acronym and for the sake of brevity I will be referring to electric motorcycles as e-cycles.

The history surrounding e-cycles is somewhat unclear. The first electric bicycle patent was filed in Boston on October 8, 1895. The patent is titled “Electric Bicycle” however the specifications and designs in the patent describe today’s definition of a motorcycle; two-wheeled vehicle, powered by a motor, and has no pedals. There was a another electric bicycle patent filed a few months later in the same year. The research I’ve done credits this patent as the first however I’m not sure why.

Hosea W. Libbey’s “Electric Bicycle” Patent, Dec. 28, 1897

These early model e-cycles were never commercialized. Despite several patents after 1985, the first commercial mention of an electric motorcycle didn’t occur until the October, 1911 edition of Popular Mechanics. The article doesn’t name any manufacturers but said electric motorcycles were being “introduced”. Popular mechanics was apparently wrong.

Forty years later in 1941 a Belgian company named Socovel (Company for Research and Construction of Electric Vehicles) manufactured around 400 electric scooters. They were created in response to WWII fuel rationing. They immediately dwindled in popularity post-war when gasoline became more available.

Socovel Electric Motorcycle

A series of advancements in the technology took place over the years to follow. However, serious commercialization of electric motorcycles didn’t begin until the late 60’s and early 70’s after Karl Kordesch created the alkaline battery and converted his motorcycle to electric.

Karl Kordesch on his converted e-cycle

Many variations of electric powered bicycles, scooters, mopeds, drag bikes and motorcycles have since been developed, manufactured and sold. The most popular and commercialized of these is the e-bike. This is understandable given consumers expect low speeds from a bicycle and adding clean, quite power to make peddling easier and slightly increase top speeds is a popular mechanism.

E-bikes are hybrid human-electric vehicles. E-bikes have pedals, whereas motorcycles do not. As I mentioned before due to marketing and the sheer volume of types there are no official guidelines for how things should be classified. There are all sorts of variations of two wheeled electric powered bicycles. Things like Segways, which help to blur the line. There are all sorts of e-cycle concepts as well that may be manufactured someday that will blur the lines even more; for example e-cycles with omnidirectional wheels similar to the Batcycle in the The Dark Night.

Except for a couple companies like Stealth and Cykno, e-bikes are not particularly cool looking. If your riding a powerful e-bike, you can reach speeds well beyond that of a bicycle and close to those of a motorcycle. However pedaling slowly while traveling 50 mph can look a little ridiculous. Despite this, e-bikes are increasingly popular, especially in China. They accounts for every 9 out of 10 e-bike sales. This trend of an Asian dominated market is projected to slowly change over the next 7 years as Europe and America begin to welcome the technology. I think the e-bike market this way because the American and some European markets are much more attracted to big powerful motors. For this reason perhaps, I too am much more interested in e-cycles.

Cykno E-bike

With this in mind I want to address the noticeable lack of sexiness in the EV world. “What about Tesla!” EV enthusiasts might exclaim. Yes Tesla makes some sexy cars (and that’s all fine and well) but even the Model S which is less than half the price of their roadster is $50,000. That’s some expensive sexy. What I’m calling for is affordable sexy. Fortunately that will be coming in three or four years with a $30,000 model. I love Tesla and what they’re doing for the EV world but somebody needs to step up and do the same thing for e-cycles.

Tesla Model S

vs.

Chevy Volt

The average American when asked to think about EVs will probably think of the plug-in Prius, the Volt or the Leaf. While I think these zero emission vehicles are great, they attract people drawn to a very specific aesthetic. It is likely this aesthetic was chosen by the various car companies’ marketing teams to market EVs to the people most willing to accept the new technology. This perhaps was the most effective approach to boosting sales, however I want to call for a more forward thinking approach. One where EVs are marketed to everyone. Jumpstarting and e-cycle market would go a long way towards reaching this goal.

E-cycles today are making leaps and bounds towards catching up with their internal combustion engine (ICE) counterparts. Two electric motorcycle companies called Zero and Brammo are currently leading the way for e-cycles. Both companies are marketing models of their e-cycles to security and police forces. Several of these forces including The London Metropolitan Police Department and the Hong Kong Police are currently testing the bikes in the field.

Zero and Brammo may be leading the way in e-cycle technology but they’re still far behind ICE motorcycles. The Zero DS, for example, has a top speed of 95 mph and an approximate highway range of 82 miles. Even some gas-powered scooters can achieve 40 mph more than that top speed and more than triple that range. Clearly these policing forces using the e-cycles see something in them. Given their range and top speeds, one has to assume they’re using them for their stealth. I look forward to seeing how the e-cycles perform.

2012 Zero DS

The world’s fastest electric motorcycle is the Lawless Electric Rocket, which won a National Electric Drag Racing Association record. In 2012 the bike made 6.94 seconds at 201.37 mph over a quarter mile. This is just around 40 mph short of world record for a fuel bike. As you can see e-cycles have a long way to go to catch up to ICE motorcycles. I support progress in the technology and look forward to the day when EVs surpass ICEs but I think something needs to be done in the meantime.

Lawless Electric Rocket Bike

So with the history of the e-cycle in mind I suggest motorcycle manufacturers take a note from the car companies. Until e-cycle technology catches up with motorcycles I suggest somebody begin commercializing hybrid motorcycles. I’m no engineer but I imagine that with relative ease, much like cars, hybrid electric motorcycles could be developed that would compete with ICE motorcycles.

There are currently several DIY conversions of ICE motorcycles to electric hybrids, but as far as I have been able to tell nothing has been commercialized. So this blog is a call to action. While we’re waiting for e-cycles to become more awesome let’s make some sexy hybrid bikes that can keep up with an ICE and make some serious progress with the #EVrevolution !

https://evinstitute.wordpress.com/2013/04/16/electric-motorcycles/feed/4evinstitutebicycle1 copyImageImageImageImageImage??????????????????????????????ImageImageWhat ensares the #SmartGrid but the net of “Proso-Electro-Ocho-Phobia”https://evinstitute.wordpress.com/2013/04/02/electric-vehicle-infrastructures-around-the-world-how-do-we-compare/
https://evinstitute.wordpress.com/2013/04/02/electric-vehicle-infrastructures-around-the-world-how-do-we-compare/#commentsTue, 02 Apr 2013 13:24:35 +0000http://evinstitute.wordpress.com/?p=19]]>The US is catching up in implementing an Smart Grid (networks of electric vehicles supply equipment or Charging Stations and Energy Storage) but we still have a long way to go. In order to give incentives for Americans to support the adoption of Electric Vehicles(EV), a more comprehensive network needs to be built. Unfortunately, our electric network could not support the complete adoption of or the transition to electric vehicles (“Short Reason” too much strain on an out-of-date Energy network/system, will cause current energy problems to worsen ie. really bad blackouts). If there weren’t enough delays for the EV Revolution with minimal economic support, high price, and lack of infrastructure, you have to add a “moldy cherry on top”; EVs have to push through the “human psyche”. For example, “range anxiety”, a driver’s fear that their EV will not have enough charge to make it to the next charging station, and thus be stranded. Another issue is the EV’s high purchase price, even though there are federal and state incentives and the fact that most EVs offer long-term savings. So despite promising market projections, EV sales aren’t what they could be if a Smart Grid were in place.

This is a chicken or the egg problem. EV or EV chargers, which should come first? Promising market projections and increases in sales has resulted in wide agreement that a charging infrastructure needs to come first. People won’t buy a vehicle that is an inconvenience to refuel. Nobody would buy a gas-fueled vehicle if gas stations were hard to find…

Many countries around the world have recognized the inevitable transition to Alternative Fuel Vehicles (AFV). This has inspired governments to start developing management systems to pull energy from local renewable supplies, and manage and distribute power in a smart, conservative way. This intelligent energy system is called the Smart Grid.

The has been alot of interest in Europe, which has been looking into EV technology and energy management, for some time. France provided $550 million to subsidize the development and construction of “carbon-free” vehicles in 2008. The United Kingdom announced in April that EV buyers would receive 5,000 pounds ($7,400) in incentives for the purchase of plug-in hybrids. Spain announced in July that 1 million electric vehicles would be placed on its roads by 2014, offering subsidies for 15-20 percent of the vehicles’ cost. Norway, a nation made up of only 5 million people, is booming with the acceptance of EVs. Due to its small size there is less range anxiety. They have high government incentives, and there is a more developed charging infrastructure (3,500 charging stations, including fast charging stations). Even Germany announced ambitious plans to increase the number of EVs to 5 million by 2030, and contribute 500 million Euros ($705 million) in research funding. They also plan to develop a Smart Grid network in conjunction with Scandinavia and other southern European neighbors.

However, none cast a shadow on the EV infrastructure power house of Estonia.Earlier this month they established the world’s first nationwide network of fast chargers. They have installed 165 fast charging stations. Each station achieves a 90% charge in 30 minutes. This network of fast charging stations are strategically dispersed across the country and along highways. No two stations are more than 37 miles apart, and are installed at high visibility spots like gas stations, cafes, and shops. Also included in the plan are purchase incentives and the transition of their government fleet vehicles to electric.

So how does the United States compare? President Barack Obama has called for 1 million plug-in hybrid electric vehicles to be in service by 2015, a goal he supported with the authorization of $2.4 billion in federal grants for electric vehicle research. We have federal incentives (up to $7,500) on the purchase of certain plug-in vehicles (http://www.fueleconomy.gov/feg/taxevb.shtml) and many states have their own incentives on top of this (http://www.afdc.energy.gov/laws/state).

As the electric charging infrastructure grows we must keep in mind that this is just the beginning to greater energy efficiency. The most important aspect of an electric infrastructure is tying all of these elements as stated above into a Smart Grid. The Smart Grid is a way of addressing heat and power independence, global warming, and emergency resilience issues. The Smart Grid is an intelligent monitoring system between energy producers, energy consumers, the ways of energy distribution and storage, as well as, incorporating the use of plug-in vehicles to store renewable energies at off peak hours (down time), and give back energy in times of emergency. The problem is that there is a shortage in power systems personnel and a lack of programs to grow the skilled workforce needed to operate power management systems across the United States.

The Electric Vehicle Institute is dedicated to see smart energy solutions within our transportation systems, and to build an intelligent electric vehicle infrastructure that can act as a model to the rest of the world.

Filed under: SmartGrid]]>https://evinstitute.wordpress.com/2013/04/02/electric-vehicle-infrastructures-around-the-world-how-do-we-compare/feed/6evinstitute#EVRevolution + Government = Public Benifithttps://evinstitute.wordpress.com/2013/03/20/evrevolution-government-public-benifit/
https://evinstitute.wordpress.com/2013/03/20/evrevolution-government-public-benifit/#commentsWed, 20 Mar 2013 14:31:43 +0000http://evinstitute.wordpress.com/?p=15]]>As the ideas of sustainability and energy management become more globally recognized, people are wondering how exactly these lucid dreams will become a reality. Since the early 2000s, governments and companies worldwide have been supporting and creating programs dealing with the adoption of Sustainable Energies, Electric Vehicles, and the Smart Grid so that in the end, we can be more self-sustainable, which will inevitably and eventually help with the global economic deficit.

But let’s focus on what’s around us. In New York, Governor Cuomo touched on many green issues in his 2013 State of the State address. He spoke of Relief in response to severe weather/disasters, renewable energies, green job creation, and my favorite, the “Charge NY Plan.” The plan is to install over 2,500 public and workplace charging stations, so that a state-wide network of Plug-in Electric Vehicles (PEV) charging stations is created. (Ever heard of this little place called Estonia? They have the best example of a connected charging network in the world! They have 1 charging unit to every 4 people). Another great NY entity: the New York State Energy Research and Development Authority (NYSERDA). This Public-Benefit Corp. uses the money from Cap and Trade Programs, for example, to support energy research and development. The idea is that the more emissions companies release into the air, the more money they have to pay. These payments then go into clean energy programs.

But of course, New York is not the only state with green economic ideals. Massachusetts, Colorado, California, Washington, and many others have jumped on the “Sustainable and Clean Energy Development and Management Bandwagon”. Our home state, Maryland is making great moves towards a greener future. Maryland is part of the RGGI initiative, which helps support the Maryland Energy Administration’s (MEA) initiatives. Maryland also has plans to offset Maryland’s energy consumption with “Solar” and “Wind” farms. Maryland, fronted by Governor O’Malley has started a council within its Transportation Authority, MD Department of Transportation (MDOT). The initiative is called the Electric Vehicle Infrastructure Council (EVIC) which created an action plan and a vision to support the adoption of the electric vehicles and the Smart Grid in the state of MD. Also, the city of Baltimore has already begun to change its entire public transportation fleet to clean hybrid buses.

To recap, this means “Going Green” is gaining more support with the awareness of the movement and from a kick-start from the government. Yes, these are real jobs that are being created, they just happen to be green. The competitive economy can benefit from it. These kinds of actions and agendas benefit everyone, and show results in the market.

MTA (Maryland Transit Administration) is picking up the initiative of going green! Based on the interview in March 2013, “MTA plans to replace all its gas and diesel buses with an all-hybrid fleet of approximately 700 electric buses by the year 2020. Currently, 39% of their transportation fleets are hybrids and they are working towards raising that percentage. MTA is currently working with the Electric Vehicle Infrastructure Council on installation of additional Personal Electric Vehicle (PEV) charging units at MTA commuter bus and rail stations. MTA has already installed 14 EV charging stations in four parking lots across the system. They have modified our bus stops to accommodate our ever-growing fleet of hybrid buses. Currently speaking, 298 buses are in service now, going from route to route providing services to commuters.”

As for incentives such as discounts and passes for going green, “fees are not being charged for the services of the charging stations that are currently installed, although speculations are underway in discussion about possible fees in the near future starting from 2014. Benefit programs like the Commuter Choice Maryland is already providing opportunities for employer and employee members to ride the MTA transit for less than full fare. The current maximum tax-free commuter benefit is $245 per month in the form of passes.”

Several questions have been raised concerning the going green initiative. Questions like “Where is the funding coming from? Is this going to cost consumers more because of the electric feature?” Well, raise no more questions! “MTA will be participating in a grant program with the Maryland Energy Administration to install PEV charging units at MTA facilities. MTA looks forward to incorporate this idea and eliminate the use and high cost of using gas or diesel for transportation, and look forward to contributing a pollute-free environment.” Go MTA!